Transmission apparatus for a working vehicle

ABSTRACT

A working vehicle comprises: a power source having an output shaft; axles; a cargo deck; and a transmission apparatus for driving axles disposed below the cargo deck. The transmission apparatus includes an input shaft drivingly connected to the output shaft of the power source, a hydro-mechanical stepless transmission driven by the input shaft, and a differential gear assembly differentially connecting the axles to each other. The hydro-mechanical stepless transmission includes a planetary gear assembly and a hydrostatic stepless transmission drivingly connected to the planetary gear assembly. The differential gear assembly is drivingly connected to the hydro-mechanical stepless transmission.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation of U.S. application Ser. No.11/071,736, filed Mar. 4, 2005, the entire disclosure of which isincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a transmission apparatus including ahydro-mechanical stepless transmission (hereinafter, “HMT”), which is acombination of a hydrostatic stepless transmission (hereinafter, “HST”)and a planetary gear assembly, applied for a working vehicle such as acart.

2. Related Art

Conventionally, as disclosed in Japanese Unpatented ApplicationPublication No. 2002-67719, there is a well-known cart having a belttype continuously variable transmission (CVT) serving as a main speedchanging unit, combined with a mechanical gear transmission on thedownstream thereof serving as an auxiliary speed-changing unit, whereina mechanical reverser for changing the forward and backward traveldirection of the cart is disposed in the auxiliary speed-changing unit.

The belt type CVT has the disadvantageous of insufficient powertransmission efficiency, because of frictional pressure of a beltagainst a pulley, and because of slipping of the belt against the pulleywhen the belt is wet.

The auxiliary speed-changing gear transmission having the mechanicalreverser requires a clutch. In other words, the clutch must bedisengaged so as to cut off power transmission for changing thereverser, thereby causing a shock and noise of meshing gears. Ahydraulic clutch can reduce such shock and noise; however, it requiresan expensive hydraulic fluid source. Further, the hydraulic clutch alsohas to cut off power transmission for changing the forward and backwardtraveling direction of a cart, thereby still causing a shock.

Another problem of the cart is that a cargo deck is reduced in volume bythe gear transmission disposed therebelow. From this viewpoint, acompact transmission to be disposed below a cargo deck of a cart isrequested. Such a compact transmission can increase the volume of thecargo deck, reduce the height of the cargo deck for convenience ofloading, increase a road clearance below the cart, and stably lower thegravity center of the cart.

SUMMARY OF THE INVENTION

An object of the invention is to provide a transmission apparatus for aworking vehicle including a power source having an output shaft, a cargodeck, and rear axles disposed below the cargo, wherein the transmissionapparatus for driving axles is compact and advantageous in its powertransmission efficiency and energy costs.

To achieve the object, according to the present invention, thetransmission apparatus includes an input shaft drivingly connected tothe output shaft of the power source, an HMT driven by the input shaft,and a differential gear assembly differentially connecting the axles toeach other and drivingly connected to the HMT. The HMT includes aplanetary gear assembly and an HST drivingly connected to the planetarygear assembly.

In comparison with a simple HST, the HMT is advantageous in powertransmission efficiency and energy cost. Further, the HST of the HMT,i.e., the hydraulic pump and motor, can be small-sized in volume so asto minimize the transmission apparatus. The HMT is also advantageous inpower transmission efficiency in comparison with a CVT including a belt,which frictionally fits pulleys, and, if being wet, slips against thepulleys. Further, the HMT does not require a mechanical reverser whichcauses shock and noise of meshing gears during change thereof.

Preferably, the HMT belongs to an input dividing type, such as todistribute a rotary force of the input shaft of the transmissionapparatus between the planetary gear assembly and the HST. The HSTincludes a hydraulic pump having a pump shaft for receiving thedistributed rotary force from the input shaft, and a hydraulic motorfluidly connected to the hydraulic pump. The hydraulic motor has a motorshaft for transmitting a rotary force to the planetary gear assembly andthe differential gear assembly. The input dividing type HMT isadvantageous in mobility because the neutral setting of the HST, i.e.,the neutral setting of the hydraulic pump, coincides to the stationarytiming of the vehicle, i.e., the turning point of the vehicle betweenforward traveling and backward traveling. The stepless speed changing bythe HMT can reduce shock and noise of meshing gears at the turning pointof the vehicle between forward traveling and backward traveling.

According to a first aspect of the transmission apparatus having theinput dividing type HMT, the pump shaft and the motor shaft are disposedon one of front and rear sides of the input shaft, and the axles aredisposed on the other rear or front side of the input shaft, therebyvertically minimizing the transmission apparatus. The verticallyminimized transmission apparatus can ensure a large volume of the cargodeck above the transmission apparatus, and can stably lower the gravitycenter of the vehicle.

In the first aspect, preferably, the input shaft, the pump shaft, themotor shaft and the axles are disposed in parallel, thereby being ableto minimize the transmission apparatus in the radial direction of theaxles, typically in the fore-and-aft direction or vertically.

In the first aspect, preferably, the pump shaft and the motor shaft aredisposed above and below when viewed in axial section. Therefore, evenwhen gears are provided on the respective pump and motor shafts, thetransmission apparatus can be minimized in the fore-and-aft directionand in the axial direction of the axles, i.e., laterally.

In the first aspect, preferably, the input shaft is different in heightfrom the axles, thereby reducing a space between the input shaft and theaxles in the fore-and-aft direction.

In the first aspect, preferably, the transmission apparatus furthercomprises an auxiliary speed-changing assembly drivingly interposedbetween the HMT and the differential gear assembly. The auxiliaryspeed-changing assembly includes a rotary shaft disposed between theinput shaft and the axles in parallel to the input shaft, thereby beingable to vertically minimize the transmission apparatus.

Further preferably, the rotary shaft of the auxiliary speed-changingassembly is different in height from a line interposed center axes ofthe input shaft and the axles, thereby reducing a space between theinput shaft and the axles in the fore-and-aft direction.

According to a second aspect of the transmission apparatus having theinput dividing type HMT, the pump shaft and the motor shaft are disposedon one of upper and lower sides of the input shaft, and the axles aredisposed on the other lower or upper side of the input shaft, therebyminimizing the transmission apparatus in the axial direction of theaxle, i.e., laterally.

In the second aspect, preferably, the input shaft, the pump shaft andthe motor shaft are disposed in parallel and in perpendicular to theaxles. Therefore, even when gears are provided on the respective pumpand motor shafts, the transmission apparatus can be minimized in thefore-and-aft direction.

In the second aspect, preferably, the pump shaft and the motor shaft aresubstantially leveled with each other when viewed in axial section,thereby vertically minimizing the transmission apparatus.

In the second aspect, preferably, the input shaft is disposed coaxiallyto the output shaft of the power source. Due to this arrangement, theinput shaft can be drivingly connected to the output shaft via a clutchinstead of a belt and pulleys, thereby reducing power loss.

In the second aspect, preferably, the transmission apparatus furthercomprises an auxiliary speed-changing assembly drivingly interposedbetween the HMT and the differential gear assembly. The auxiliaryspeed-changing assembly includes a rotary shaft disposed between theinput shaft and the axles in parallel to the input shaft, therebyminimizing the transmission apparatus in the radial direction of therotary shaft of the auxiliary speed-changing assembly.

Further preferably, the HST is disposed above the input shaft, and therotary shaft of the auxiliary speed-changing assembly is disposed belowthe input shaft so that axes of the rotary shaft and the axles aresubstantially leveled with each other, thereby increasing a roadclearance below the transmission apparatus.

These, further and other objects, features and advantages will appearmore fully from the following description with reference to accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a cart serving as an example of a workingvehicle having a transmission apparatus according to the presentinvention.

FIG. 2 is a diagram of a mechanical and hydraulic drive system of thecart equipped with a transmission apparatus including an HMT accordingto a first embodiment.

FIG. 3 is a developed sectional plan view of the transmission apparatusaccording to the first embodiment.

FIG. 4 is a sectional side view of the transmission apparatus accordingto the first embodiment.

FIG. 5 illustrates a control result of the input dividing type HMT,including graphs of pump and motor speeds and of swash plate anglerelative to forward and backward travel speed of the cart.

FIG. 6 is a diagram of another mechanical and hydraulic drive system ofthe cart including the transmission apparatus according to the firstembodiment, wherein rear wheels are drivingly connected to respectiveaxles via universal joints and transmission shafts.

FIG. 7 is a diagram of another mechanical and hydraulic drive system ofthe cart equipped with a transmission apparatus including an HMTaccording to a second embodiment.

FIG. 8 is a developed sectional plan view of the transmission apparatusaccording to the second embodiment.

FIG. 9 is a sectional side view of the transmission apparatus accordingto the second embodiment.

FIG. 10 is a diagram of another mechanical and hydraulic drive system ofthe cart equipped with a transmission apparatus including an HMTaccording to a third embodiment.

FIG. 11 is a diagram of a center differential gear unit in thetransmission apparatus according to the third embodiment.

DETAILED DESCRIPTION OF THE INVENTION

A first embodiment shown in FIGS. 1 to 6 will be described. Referring toFIG. 1, a cart 1 has a frame 2 supporting an engine 3 and a transmissionapparatus 10. Cart 1 has a pair of left and right front wheels 4 and apair of left and right rear wheels 5. An operation part 6 is constructedon a front portion of frame 2 above front wheels 4, and an operator'sseat 7 is disposed above frame 2 between front wheels 4 and rear wheels5 behind operation part 6. A cargo deck 8 is disposed behind seat 7above engine 3 and transmission apparatus 10 supported by frame 2.

Power of engine 3 is transmitted via transmission apparatus 10 to rearwheels 5, and to front wheels 4 as needed, as understood from FIG. 2. Inthis regard, a pulley 32 is fixed on a laterally horizontal engineoutput shaft 31 projecting outward from a flywheel 33 of engine 3, apulley 12 is fixed on a laterally horizontal input shaft 11 oftransmission apparatus 10, and a belt 21 is looped over pulleys 32 and12.

Transmission apparatus 10 includes an HST 40, a planetary gear assembly50, an auxiliary speed-changing gear assembly 60, and differential gearassembly 70 differentially connecting left and right rear axles 15. HST40 and planetary gear assembly 50 are drivingly connected to each otherso as to constitute an HMT. Input shaft 11 of transmission apparatus 10receives power of engine 3 from belt 21 so as to drive rear wheels 5attached onto respective axles 15. To drive front wheels 4, a fronttransaxle 80 steerably and drivingly supporting front wheels 4 isdrivingly connected to transmission apparatus 10 via a propeller shaft 9extended forward from transmission apparatus 10 and universal joints.

The HMT belongs to an input dividing type, such that the rotary force ofinput shaft 11 is distributed between planetary gear assembly 50 and HST40. Planetary gear assembly 50 has a planetary carrier 51, whose rotarycenter axis is input shaft 11 for receiving power of engine 3 via belt21. Planetary gears 51 a pivoted on carrier 51 mesh with a sun gear 52for driving a hydraulic pump 41 of HST 40, and mesh with an internalgear 53 for receiving an output force of a hydraulic motor 43 of HST 40.

Transmission apparatus 10 according to the first embodiment will bedescribed with reference to FIGS. 3 and 4. Planetary gear assembly 50,auxiliary speed-changing gear assembly 60 and differential gear assembly70 are disposed in a housing 25, onto which HST 40 is attached.

Input shaft 11, serving as the rotary center shaft of carrier 51, isjournalled by housing 25. Pulley 12 is fixed on an outer end of inputshaft 11 out of housing 25. In housing 25, carrier 51 is spline-fittedon an inner end of input shaft 11, and sun gear 52 is relativelyrotatably provided on input shaft 11.

In housing 25, a laterally horizontal HMT output shaft 55 is rotatablysupported coaxially to input shaft 11, and internal gear 53 isspline-fitted onto HMT output shaft 55. Each of planetary gears 51 a ispivoted on carrier 51, and mesh with sun gear 52 and internal gear 53.

Sun gear 52 is formed on a sleeve relatively rotatably provided on inputshaft 11, on which a gear 91 is fixed. A laterally horizontal countershaft 93 is journalled in housing 25 in parallel to input shaft 11, anda counter gear 92 fixed on counter shaft 93 meshes with gear 91. Alaterally horizontal HST drive shaft 95 is journalled in housing 25 inparallel to counter shaft 93, and a gear 94 is fixed on one end portionof HST drive shaft 95. A pump shaft 42 of hydraulic pump 41 is disposedcoaxially to HST drive shaft 95, and spline-fitted into the other endportion of HST drive shaft 95.

HST 40 has a fluid duct plate 46 fixed to housing 25, and an HST housing47 is fixed onto fluid duct plate 46 opposite to housing 25. In HSThousing 47, variable displacement hydraulic pump 41 and variabledisplacement hydraulic motor 43 are slidably rotatably fitted onto fluidduct plate 46, and mutually fluidly connected through fluid ducts formedin fluid duct plate 46.

Hydraulic pump 41 has pump shaft 42 serving as the rotary axis thereof,which rotatably penetrates fluid duct plate 46 to be spline-fitted intoHST drive shaft 95 in housing 25. Hydraulic pump 41 has a movable swashplate 41 a disposed in HST housing 47 opposite to fluid duct plate 46. Apump control arm 41 b is pivoted by HST housing 47, disposed out of HSThousing 47, and interlockingly connected to swash plate 41 a in HSThousing 47.

A gear type charge pump 48 for supplying fluid to HST 40 is disposed ina chamber formed in mutually joined housing 25 and fluid duct plate 46.Pump shaft 42 (and HST drive shaft 95) serves as a rotary shaft ofcharge pump 48.

Hydraulic motor 43 has a motor shaft 45 serving as the rotary axisthereof, which is disposed in parallel to pump shaft 42 and rotatablypenetrates fluid duct plate 46 to be spline-fitted into a motor outputgear 45 in housing 25. Hydraulic motor 43 has a movable swash plate 43 adisposed in HST housing 47 opposite to fluid duct plate 46. A motorcontrol arm 43 b is pivoted by HST housing 47, disposed out of HSThousing 47, and interlockingly connected to swash plate 43 a in HSThousing 47.

HMT output shaft 55 serves as an auxiliary speed-changing drive shaft,i.e., an input shaft of auxiliary speed-changing gear assembly 60. Inthis regard, a high speed drive gear 56 is spline-fitted on one endportion of HMT output shaft 55 adjacent to internal gear 53, and mesheswith motor output gear 45. A low speed drive gear 57 is formed on theother end portion of HMT output shaft 55.

A laterally horizontal auxiliary speed-changing clutch shaft 61 isjournalled in housing 25 in parallel to input shaft 11 and HMT outputshaft 55. A high speed clutch gear 62 is relatively rotatably fitted onauxiliary speed-changing clutch shaft 61 and meshes with high speeddrive gear 56. A low speed clutch gear 63 is relatively rotatably fittedon auxiliary speed-changing clutch shaft 61 and meshes with low speeddrive gear 57.

A spline hub is spline-fitted on auxiliary speed-changing clutch shaft61 between clutch gears 62 and 63. A clutch slider 64 is axiallyslidably and not-relatively rotatably fitted on the spline hub, so as tobe shiftable among a neutral position, a high speed position, and a lowspeed position. Clutch slider 64 disposed at the neutral position isseparated from both clutch gears 62 and 63 so as to drivingly isolateauxiliary speed-changing clutch shaft 61 from HMT output shaft 55.Clutch slider 64 disposed at the high speed position meshes with highspeed clutch gear 62 so as to drivingly connect auxiliary speed-changingclutch shaft 61 to HMT output shaft 55 via the high speed gear trainconsisting of gears 56 and 62. Clutch slider 64 disposed at the lowspeed position meshes with low speed clutch gear 63 so as to drivinglyconnect auxiliary speed-changing clutch shaft 61 to HMT output shaft 55via the low speed gear train consisting of gears 57 and 63. In this way,auxiliary speed-changing gear assembly 60 is configured so as to providehigh and low speed stages.

As a result, the output force of hydraulic motor 43 is inputted into HMToutput shaft 55, and distributed between auxiliary speed-changing gearassembly 60 and internal gear 53 of planetary gear assembly 50.Planetary gears 51 a combine the distributed force into internal gear 53with the input force of carrier 51 and input shaft 11, and transmit theresultant force to sun gear 52 so as to drive hydraulic pump 41. Inother words, the rotary force of input shaft 11 driven by engine 3 istransmitted to hydraulic pump 41 with the help of the rotary force ofplanetary gear assembly 50 distributed from hydraulic motor 43, wherebyhydraulic pump 41 and motor 43 can be small-sized.

Auxiliary speed-changing clutch shaft 61 is formed thereon with a finalpinion 66, which meshes with a bull gear 71 of differential gearassembly 70. Referring to differential gear assembly 70, bull gear 71 isfixed on a differential casing 72 rotatably supporting left and rightrear axles 15. In differential casing 72, a differential side gear 73 isfixed on a proximal end of each of axles 15, and meshes with adifferential pinion 74 pivoted by differential casing 72. In this way,differential gear assembly 70 differentially connects axles 15 to eachother, and transmits the output force of auxiliary speed-changing gearassembly 60 to axles 15.

Further, a differential locking slider 77 is axially slidably fitted ondifferential casing 72. A differential locking pin 78 is fixed todifferential locking slider 77 and penetrates a wall of differentialcasing 72. When differential locking slider 77 is disposed at adifferential locking position, differential locking pin 78 is furtherinserted into differential casing 72, and engaged into one ofdifferential side gears 73, thereby locking axles 15 to each other.

In housing 25, a pair of left and right brake chambers 76 are formed onopposite sides of differential gear assembly 70 around respective axles15, and brakes 75 are provided on respective axles 15 in respectivebrake chambers 76.

A front wheel driving PTO gear chamber 85 is formed on an outside ofhousing 25. A first front wheel driving PTO shaft 86 is journalled byhousing 25 coaxially to auxiliary speed-changing clutch shaft 61opposite to final pinion 66. In housing 25, a spline collar 97 isspline-fitted on facing ends of shafts 61 and 86 so as to integrallyrotatably connect shafts 61 and 86 to each other. In chamber 85, a bevelgear 86 a is spline-fitted on shaft 86. A second front wheel driving PTOshaft 88 is disposed in the fore-and-aft direction of cart 1 andjournalled at the rear end portion thereof in chamber 85. In chamber 85,a bevel gear 88 a is spline-fitted on shaft 88 and meshes with bevelgear 86 a. Second front wheel driving PTO shaft 88 projects forward fromchamber 85 to be drivingly connected to front transaxle 80 for drivingfront wheels 4 via propeller shaft 9 and the universal joints (see FIG.2).

Left and right front axles 14 are differentially connected to each othervia differential gear assembly in front transaxle 80. Front wheels 4 aresuspended from respective front axles 14 and drivingly connected torespective front axles 14 via universal joints and transmission shafts,respectively.

Characteristic arrangements of shafts in transmission apparatus 10 andadvantages thereof will be described.

Planetary gear assembly 50 is disposed coaxially to input shaft 11 ofthe HMT. That is, carrier 51 is fixed on input shaft 11, sun gear 52 isrelatively rotatably provided on input shaft 11, and internal gear 53 isfixed on HMT output shaft 55 disposed coaxially to input shaft 11. Dueto this arrangement, a space in transmission apparatus 10 for planetarygear assembly 50 relative to input shaft 11 (in the radial direction ofinput shaft 11) can be reduced.

Pump shaft 42 and motor shaft 44 are disposed on one of front and rearsides of input shaft 11, and axles 15 are disposed on the other rear orfront side of input shaft 11. More specifically, pump shaft 42 and motorshaft 44 are disposed in front of input shaft 11, and axles 15 aredisposed behind input shaft 11. This fore-and-aft distribution of shafts42, 44, and 11 and axles 15 is advantageous in vertically minimizingtransmission apparatus 10. Vertically minimized transmission apparatus10 can ensure a large volume of cargo deck 8 thereabove, and can stablylower the gravity center of cart 1.

Input shaft 11, pump shaft 42, motor shaft 44 and axles 15 are disposedin parallel. More specifically, shafts 11, 42, and 44 and axles 15 aredisposed laterally horizontally. This parallel arrangement of shafts 11,42, and 44 and axles 15 is advantageous in minimizing transmissionapparatus 10 in the radial direction of axles 15, typically in thefore-and-aft direction or vertically.

Pump shaft 42 and motor shaft 44 are disposed above and below whenviewed in axial section. More specifically, referring to FIG. 4, pumpshaft 42 is disposed above motor shaft 44. This vertical distribution ofshafts 42 and 44 is advantageous in minimizing transmission apparatus 10in the fore-and-aft direction and in the axial direction of axles 15,i.e., laterally, even in the state where gear 94 is fixed on HST driveshaft 95 coaxially extended from pump shaft 42, and gear 45 is fixed onmotor shaft 44.

Input shaft 11 is different in height from axles 15. More specifically,referring to FIG. 4, input shaft 11 is higher than axles 15. Thisvertical offset of shafts 11 and 15 is advantageous in reducing a spacebetween input shaft 11 and axles 15 in the fore-and-aft direction.

Auxiliary speed-changing gear assembly 60, drivingly interposed betweenthe HMT and differential gear assembly 70, includes auxiliaryspeed-changing clutch shaft 61 disposed between input shaft 11 and axles15 in parallel. This parallel arrangement of shafts 61 and 11 and axles15 is advantageous in vertically minimizing transmission apparatus 10.

Further, auxiliary speed-changing clutch shaft 61 is different in heightfrom a line interposed center axes of input shaft 11 and axles 15. Morespecifically, referring to FIG. 4, auxiliary speed-changing clutch shaft61 is disposed lower the line. This arrangement of shaft 61 relative toshaft 11 and axles 15 is advantageous in reducing a space between inputshaft 11 and axles 15 in the fore-and-aft direction.

In this way, transmission apparatus 10 having the above-mentioned layoutof shafts therein can be minimized so as to expand a space thereabovefor cargo deck 8. Therefore, a bottom of cargo deck 8 can be lowered foreasy loading onto (or unloading from) cargo deck 8, and for stablylowering a center of gravity in cart 1. Further, vertically minimizedtransmission apparatus 10 can expand a space therebelow for increasingthe road clearance of cart 1.

As mentioned above, the HMT of transmission apparatus 10 belongs to theinput dividing type, wherein a neutral position of movable swash plate41 a of hydraulic pump 41 corresponds to a zero point of output speed ofhydraulic motor 43 and a zero point of traveling speed of cart 1.Further, in the HMT, movable swash plate 43 a of hydraulic motor 43 ismoved to reduce a displacement of hydraulic motor 43 after movable swashplate 41 a reaches a maximum tilt angle in each of opposite tiltdirections for forward and backward traveling of cart 1 from the neutralposition of swash plate 41 a.

Referring to FIG. 5, the control result of the HMT will be described. Agraph Pθ designates a pump swash plate angle, i.e., a tilt angle ofmovable swash plate 41 a, relative to a travel speed and direction ofcart 1. The pump swash plate angle in the tilt direction for forwardtraveling of cart 1 is positive, and that in the tilt angle for backwardtraveling of cart 1 is negative. When the pump swash plate angle iszero, i.e., when swash plate 41 a is disposed at the neutral position,hydraulic pump 41 delivers no fluid. As each of the positive andnegative pump swash plate angles is increased from zero, the fluiddelivered from hydraulic pump 41 is increased so as to increase therotary speed of motor shaft 44 in each of the forward and backwardtraveling directions, so that each of the forward and backward travelspeeds of cart 1 is increased.

A graph Mθ designates a motor swash plate angle, i.e., a tilt angle ofmovable swash plate 43 a, relative to a travel speed and direction ofcart 1. The motor swash plate angle is constantly positive, i.e., thewhole motor swash plate angle range is disposed within the tiltdirection for forward traveling of cart 1. While the pump swash plateangle is disposed in the variation range, the maximum motor swash plateangle is kept. After each of the positive and negative pump swash plateangles reaches the maximum, the motor swash plate angle is reduced so asto reduce the displacement of hydraulic motor 43, thereby increasing therotary speed of motor shaft 44, so that each of the forward and backwardtravel speeds of cart 1 is increased.

A graph Mv designates a motor speed, i.e., a rotary speed of motor shaft44. Due to the control of pump and motor swash plates 41 a and 43 arepresented by graphs Pθ and Mθ, graph Mv arises by a constant rate,i.e., the motor speed in rotation for backward traveling is decreasedfrom the maximum for backward traveling to zero, and the motor speed inrotation for forward traveling is increased from zero to the maximum forforward traveling, in proportion to change of travel speed of cart 1from the maximum backward traveling speed to the maximum forwardtraveling speed. When the pump swash plate angle is zero, the motorspeed and the vehicle traveling speed are zeroed. This means that, whenthe forward and backward traveling direction of the vehicle is changed,hydraulic motor 43, auxiliary speed-changing gear assembly 60, and axles15 are stationary so as to reduce shock of the vehicle.

A graph Pv designates a pump speed, i.e., a rotary speed of pump shaft42. Due to the effect of the HMT, i.e., the assist of planetary gearassembly 50, graph Pv is decreased by a constant rate from the maximumto zero in proportion to change of travel speed of cart 1 from themaximum backward traveling speed to the maximum forward traveling speed.In this way, when cart 1 travels forward at high speed, the torque ofpump shaft 42 can be saved. This is advantageous in minimization ofhydraulic pump 41.

In comparison with a belt type CVT, the HMT in transmission apparatus 10has the advantage of requiring no mechanical reverser required for thebelt type CVT, because the HMT uses an angle change of pump swash plate41 a for changing the forward and backward traveling direction of avehicle. Due to the HMT, a vehicle can be steplessly speed-changed, andcan be free from such a shock that occurs when the reverser is changedfor changing the traveling direction of a vehicle. Further, incomparison with the belt type CVT, the HMT has high power transmissionefficiency so as to save energy cost.

FIG. 6 illustrates cart 1, which is the same as that shown in FIGS. 1and 2, excluding that left and right rear wheels 5 drivingly connectedto respective axles 15 are suspended from respective axles 15 viauniversal joints and transmission shafts.

Referring to FIGS. 7 to 9, a cart 1A equipped with a transmissionapparatus 10A according to a second embodiment will be described.

As shown in FIG. 7, cart 1A has a power train from an engine 3A to rearwheels 5 via transmission apparatus 10A. Further, cart 1A has a powertrain from transmission apparatus 10A to front wheels 4 via propellershaft 9 and front transaxle 80.

Engine 3A has a rearwardly extended output shaft 31A, and transmissionapparatus 10A has a forwardly extended input shaft 11A coaxial to engineoutput shaft 31A. As shown in FIG. 8, a flywheel 33A is fixed onto therear end of engine output shaft 31A. A front end portion of a housing25A is extended forward and connected to the rear end of engine 3A so asto cover flywheel 33A. In the front end portion of housing 25A, a frontend portion of input shaft 11A is extended forward and drivinglyconnected to flywheel 33A via a main clutch 21A.

As shown in FIGS. 7 and 8, transmission apparatus 10A includes an HST40A and a planetary gear assembly 50A, which are combined to constitutean HMT. The HMT belongs to the input dividing type, such that the rotaryforce of input shaft 11A is distributed between planetary gear assembly50A and HST 40A. Planetary gear assembly 50A has a planetary carrier51A, whose rotary center axis is input shaft 11A for receiving power ofengine 3A via main clutch 21A. Planetary gears 151 a pivoted on carrier51A mesh with a sun gear 52A for driving a hydraulic pump 41A of HST40A, and mesh with an internal gear 53A for receiving an output force ofa hydraulic motor 43A of HST 40A.

Transmission apparatus 10A according to the second embodiment will bedescribed with reference to FIGS. 7 and 8. Planetary gear assembly 50A,an auxiliary speed-changing gear assembly 60A and a differential gearassembly 70A are disposed in housing 25A, onto which HST 40A isattached.

Input shaft 11A, serving as the rotary center shaft of carrier 51A, isjournalled by housing 25A. In housing 25A, carrier 51A is spline-fittedon a rear end of input shaft 11A, and sun gear 52A is relativelyrotatably provided on input shaft 11A.

In housing 25A, a fore-and-aft horizontal HMT output shaft 55A isrotatably supported coaxially to input shaft 11A, and internal gear 53Ais spline-fitted onto HMT output shaft 55A. Each of planetary gears 151a is pivoted on carrier 51A, and mesh with sun gear 52A and internalgear 53A.

Sun gear 52A is formed on a sleeve relatively rotatably provided oninput shaft 11A, on which a gear 91A is fixed. A fore-and-aft horizontalcounter shaft 93A is journalled in housing 25A in parallel to inputshaft 11A, and a counter gear 92A fixed on counter shaft 93A meshes withgear 91A. A fore-and-aft horizontal HST drive shaft 95A is journalled inhousing 25A in parallel to counter shaft 93A, and a gear 94A is fixed onone end portion of HST drive shaft 95A. A pump shaft 42A of hydraulicpump 41A is disposed coaxially to HST drive shaft 95A, and spline-fittedinto the other end portion of HST drive shaft 95A.

HST 40A has a fluid duct plate 46A fixed to housing 25A, and an HSThousing 47A is fixed onto fluid duct plate 46A so as to extend rearwardfrom fluid duct plate 46A. In HST housing 47A, variable displacementhydraulic pump 41A and variable displacement hydraulic motor 43A areslidably rotatably fitted onto fluid duct plate 46A, and mutuallyfluidly connected through fluid ducts formed in fluid duct plate 46A.

Hydraulic pump 41A has pump shaft 42A serving as the rotary axisthereof, which rotatably penetrates fluid duct plate 46A to bespline-fitted into HST drive shaft 95A in housing 25A. Hydraulic pump41A has movable swash plate 41 a disposed in HST housing 47A opposite tofluid duct plate 46A. Pump control arm 41 b is pivoted by HST housing47A, disposed out of HST housing 47A, and interlockingly connected toswash plate 41 a in HST housing 47A.

A gear type charge pump 48A for supplying fluid to HST 40A is disposedin a chamber formed in mutually joined housing 25A and fluid duct plate46A. Pump shaft 42A (and HST drive shaft 95A) serves as a rotary shaftof charge pump 48A.

Hydraulic motor 43A has a motor shaft 44A serving as the rotary axisthereof, which is disposed in parallel to pump shaft 42A and rotatablypenetrates fluid duct plate 46A to be spline-fitted into a motor outputgear 45A in housing 25A. Hydraulic motor 43A has movable swash plate 43a disposed in HST housing 47A opposite to fluid duct plate 46A. Motorcontrol arm 43 b is pivoted by HST housing 47A, disposed out of HSThousing 47A, and interlockingly connected to swash plate 43 a in HSThousing 47A.

HMT output shaft 55A serves as an auxiliary speed-changing drive shaft,i.e., an input shaft of auxiliary speed-changing gear assembly 60A. Inthis regard, a high speed drive gear 56A is spline-fitted on one endportion of HMT output shaft 55A adjacent to internal gear 53A, andmeshes with motor output gear 45A. A low speed drive gear 57A is formedon the other end portion of HMT output shaft 55A.

A fore-and-aft horizontal auxiliary speed-changing clutch shaft 61A isjournalled in housing 25A in parallel to input shaft 11A and HMT outputshaft 55A. A high speed clutch gear 62A is relatively rotatably fittedon auxiliary speed-changing clutch shaft 61A and meshes with high speeddrive gear 56A. A low speed clutch gear 63A is relatively rotatablyfitted on auxiliary speed-changing clutch shaft 61A and meshes with lowspeed drive gear 57A.

A spline hub is spline-fitted on auxiliary speed-changing clutch shaft61A between clutch gears 62A and 63A. A clutch slider 64A is axiallyslidably and not-relatively rotatably fitted on the spline hub, so as tobe shiftable among a neutral position, a high speed position, and a lowspeed position. Clutch slider 64A disposed at the neutral position isseparated from both clutch gears 62A and 63A so as to drivingly isolateauxiliary speed-changing clutch shaft 61A from HMT output shaft 55A.Clutch slider 64A disposed at the high speed position meshes with highspeed clutch gear 62A so as to drivingly connect auxiliaryspeed-changing clutch shaft 61A to HMT output shaft 55A via the highspeed gear train consisting of gears 56A and 62A. Clutch slider 64Adisposed at the low speed position meshes with low speed clutch gear 63Aso as to drivingly connect auxiliary speed-changing clutch shaft 61A toHMT output shaft 55A via the low speed gear train consisting of gears57A and 63A. In this way, auxiliary speed-changing gear assembly 60A isconfigured so as to provide high and low speed stages.

As a result, the output force of hydraulic motor 43A is inputted intoHMT output shaft 55A, and distributed between auxiliary speed-changinggear assembly 60A and internal gear 53A of planetary gear assembly 50A.Planetary gears 151 a combine the distributed force into internal gear53A with the input force of carrier 51A and input shaft 11A, andtransmit the resultant force to sun gear 52A so as to drive hydraulicpump 41A. In other words, the rotary force of input shaft 11A driven byengine 3A is transmitted to hydraulic pump 41A with the help of therotary force of planetary gear assembly 50A distributed from hydraulicmotor 43A, whereby hydraulic pump 41A and motor 43A can be small-sized.

Auxiliary speed-changing clutch shaft 61A is formed on the rear endthereof with a bevel final pinion 66A, which meshes with a bevel bullgear 71A of differential gear assembly 70A. Referring to differentialgear assembly 70A, bull gear 71A is fixed on a differential casing 72Arotatably supporting left and right rear axles 15. In differentialcasing 72A, a differential side gear 73A is fixed on a proximal end ofeach of axles 15, and meshes with a differential pinion 74A pivoted bydifferential casing 72A. In this way, differential gear assembly 70Adifferentially connects axles 15 to each other, and transmits the outputforce of auxiliary speed-changing gear assembly 60A to axles 15.

Further, a differential locking slider 77A is axially slidably fitted ondifferential casing 72A. A differential locking pin 78A is fixed todifferential locking slider 77A and penetrates a wall of differentialcasing 72A. When differential locking slider 78A is disposed at adifferential locking position, differential locking pin 78A is furtherinserted into differential casing 72A, and engaged into one ofdifferential side gears 73A, thereby locking axles 15 to each other.

In housing 25A, a pair of left and right brake chambers 76A are formedon opposite sides of differential gear assembly 70A around respectiveaxles 15, and brakes 75A are provided on respective axles 15 inrespective brake chambers 76A.

Axles 15 are extended laterally outward from housing 25A so as to beconnected at distal ends thereof to center portions of rear wheels 5.Alternatively, rear wheels 5 may be suspended from axles 15 viauniversal joints and transmission shafts, as shown in FIG. 6.

A front wheel driving PTO gear casing 126 is fixed onto an outside ofhousing 25A. In front wheel driving PTO gear casing 126, a fore-and-afthorizontal front wheel driving PTO shaft 88A is journalled, and a gear188 a is fixed on front wheel driving PTO shaft 88A. Front wheel drivingPTO shaft 88A projects forward from front wheel driving PTO gear casing126 so as to be drivingly connected to front transaxle 80 for drivingfront wheels 4 via propeller shaft 9 and the universal joints (see FIG.7).

An intermediate shaft 87A is journalled in housing 25A between auxiliaryspeed-changing clutch shaft 61A and front wheel driving PTO shaft 88A inparallel. An intermediate gear 187 a is fixed on intermediate shaft 87Aand meshes with a gear 96A fixed (or integrally formed) on auxiliaryspeed-changing clutch shaft 61A. Intermediate gear 187 a also mesheswith gear 188 a. In this way, a gear train for driving front wheels 4consisting of gears 96A, 187 a and 188 a is disposed laterally betweenhousing 25 and front wheel driving PTO gear casing 126.

Left and right front axles 14 are differentially connected to each othervia differential gear assembly in front transaxle 80, and front wheels 4are suspended from respective front axles 14 via universal joints,respectively.

Characteristic arrangements of shafts in transmission apparatus 10A andadvantages thereof will be described.

Planetary gear assembly 50A is disposed coaxially to input shaft 11A ofthe HMT. That is, carrier 51A is fixed on input shaft 11A, sun gear 52Ais relatively rotatably provided on input shaft 11A, and internal gear53A is fixed on HMT output shaft 55A disposed coaxially to input shaft11A. Due to this arrangement, a space in transmission apparatus 10A forplanetary gear assembly 50A relative to input shaft 11A (in the radialdirection of input shaft 11A) can be reduced.

Pump shaft 42A and motor shaft 44A are disposed on one of upper andlower sides of input shaft 11A, and axles 15 are disposed on the otherlower or upper side of input shaft 11A. More specifically, referring toFIG. 9, pump shaft 42A and motor shaft 44A are disposed above inputshaft 11A, and axles 15 are disposed below input shaft 11A. Thisvertical distribution of shafts 42A, 44A, 11A and 15 is advantageous inminimizing transmission apparatus 10A in the axial direction of axles15, i.e., laterally.

Input shaft 11A, pump shaft 42A and motor shaft 44A are disposed inparallel and in perpendicular to axles 15. More specifically, referringto FIG. 9, input shaft 11A, pump shaft 42A and motor shaft 44A aredisposed in the fore-and-aft direction of transmission apparatus 10Awhile axles 15 are disposed laterally. This arrangement of shafts 11A,42A and 44A relative to axles 15 is advantageous in minimizingtransmission apparatus 10A in the fore-and-aft direction, even in thestate where gear 94A is fixed on HST drive shaft 95A coaxially extendedfrom pump shaft 42A, and gear 45A is fixed on motor shaft 44A.

As shown in FIG. 9, pump shaft 42A and motor shaft 44A are substantiallyleveled with each other when viewed in axial section. This arrangementof shafts 42A and 44A is advantageous in vertically minimizingtransmission apparatus 10A.

As mentioned above, referring to FIGS. 7 and 8, input shaft 11A isdisposed coaxially to engine output shaft 31A. More specifically, inputshaft 11A and engine output shaft 31A are coaxially disposedhorizontally in the fore-and-aft direction. Due to this arrangement ofshafts 11A and 31A, input shaft 11A can be drivingly connected to engineoutput shaft 31A via main clutch 21A instead of a belt and pulleys,thereby reducing power loss.

In auxiliary speed-changing gear assembly 60A, drivingly interposedbetween the HMT and differential gear assembly 70A, auxiliaryspeed-changing clutch shaft 61A is disposed between input shaft 11A andaxles 15 in parallel to input shaft 11A. This arrangement of shafts 61Aand 11A and axles 15 is advantageous in minimizing transmissionapparatus 10A in the radial direction of shaft 61A, i.e., laterally.

Further, referring to FIG. 9, HST 40A is disposed above input shaft 11A,auxiliary speed-changing clutch shaft 61A is disposed below input shaft11A, and input shaft 11A is substantially leveled with axles. Thisarrangement is advantageous in ensuring a large ground clearance belowtransmission apparatus 10A.

The effect of the input dividing type HMT in transmission apparatus 10Ais the same as that in transmission apparatus 10.

Referring to FIGS. 10 and 11, a cart 1B equipped with a transmissionapparatus 10B including the HMT according to a third embodiment will bedescribed.

As shown in FIG. 10, an engine 3B and a central transmission apparatus10B are juxtaposed left and right (or upper and lower, if possible) atthe longitudinal intermediate portion of cart 1B. Due to the lateral (orvertical) distribution of engine 3B and transmission apparatus 10B, cart1B is minimized lengthwise.

A front transaxle 100 differentially and steerably supporting left andright front wheels 4 is disposed in front of transmission apparatus 10Band drivingly connected to transmission apparatus 10B via a frontpropeller shaft 16 and universal joints. A rear transaxle 101differentially and unsteerably supporting left and right rear wheels 5is disposed behind transmission apparatus 10B and drivingly connected totransmission apparatus 10B via a rear propeller shaft 17 and universaljoints.

Driving connection between engine 3B and transmission apparatus 10B willbe described with reference to FIG. 10. An engine output shaft 31B isextended forward from engine 3B via a flywheel 33B. A main clutch may beinterposed between flywheel 33B and engine output shaft 31B. An inputshaft 11B of transmission apparatus 10B projects forward from a housing25B of transmission apparatus 10B. A pulley 32B is fixed onto a frontend of engine output shaft 31B, and a pulley 12B onto a front end ofinput shaft 11B. A belt 21B is looped over pulleys 32B and 12B so as totransmit power of engine 3B to transmission apparatus 10B.

In housing 25B, a planetary gear assembly 50B is disposed coaxially toinput shaft 11B and drivingly connected to input shaft 11B. Planetarygear assembly 50B is drivingly interposed between shafts 11B and 55B. AnHST 40B including a hydraulic pump 41B and a hydraulic motor 43B isattached onto housing 25B. In housing 25B, an HMT output shaft 55B isdisposed coaxially to input shaft 11B and behind input shaft 11B, anddrivingly connected to hydraulic motor 43B. Similar to planetaryassemblies 50 and 50A, planetary gear assembly 50B includes a sun gear,an internal gear, a carrier, and planetary gears pivoted on the carrierbetween the sun gear and the carrier. The carrier is fixed on inputshaft 11B, the sun gear is relatively rotatably provided on input shaft11B and interlockingly connected to hydraulic pump 41B, and the internalgear is fixed onto HMT output shaft 55B. In this way, planetary gearassembly 50B also belongs to the input dividing type.

An auxiliary speed-changing clutch shaft 61B is disposed in parallel toHMT output shaft 55B, and an auxiliary speed-changing gear assembly 60Bis drivingly interposed between HMT output shaft 55B and auxiliaryspeed-changing clutch shaft 61B. In this way, in transmission apparatus10B, the HMT and auxiliary speed-changing gear assembly 60B aredrivingly interposed in series between input shaft 11B and auxiliaryspeed-changing clutch shaft 61B. Auxiliary speed-changing gear assembly60B and HST 40B are distributed opposite to each other (e.g., verticallyin the same way as those of transmission apparatus 10A) with respect toshafts 11B and 55B in the axial view of shafts 11B and 55B.

Description of arrangement of parts (such as shafts and gears) of theHMT and auxiliary speed-changing gear assembly 60B in housing 25B oftransmission apparatus 10B and advantages of the arrangement are omittedbecause they are represented by the above description of transmissionapparatus 10A.

To distribute the output of auxiliary speed-changing gear assembly 60B,i.e., the torque of auxiliary speed-changing clutch shaft 61B betweenfront and rear transaxles 100 and 101, a center differential gearassembly 102 with a differential locking assembly 108 is disposed inhousing 25B of transmission apparatus 10B. In this regard, an outputgear 96B is fixed on auxiliary speed-changing clutch shaft 61B andmeshes with a bull gear 107 of center differential gear assembly 102.

Center differential gear unit 102 will be described with reference toFIG. 11. Center differential gear unit 102 has a differential casing 109on which bull gear 107 is fixed. A front differential output shaft 105and a rear differential output shaft 106 are coaxially extended forwardand rearward, and relatively rotatably supported by front and rear endsof differential casing 109, respectively. In differential casing 109,front and rear differential side gears 112 are fixed onto a rear end offront differential output shaft 105 and a front end of rear differentialoutput shaft 106, respectively. Front differential output shaft 105projects forward from differential casing 109 and housing 25B, so as tobe drivingly connected to front propeller shaft 16 via the universaljoint. Rear differential output shaft 106 projects rearward fromdifferential casing 109 and housing 25B, so as to be drivingly connectedto rear propeller shaft 17 via the universal joint.

In differential casing 109, a pinion shaft 110 is disposed integrallyrotatably with differential casing 109, and differential pinions 111 arepivoted on pinion shaft 110. Each of differential pinions 111 mesheswith both front and rear differential side gears 112.

A rear end of differential casing 109 is extended rearward along reardifferential output shaft 106, and a differential locking assembly 113is disposed on the rearwardly extended portion of differential casing109. In this regard, a differential locking slider 113 is axiallyslidably fitted on the rearwardly extended portion of differentialcasing 109. A differential locking pin 114 is fixed on differentiallocking slider 113, and inserted into differential casing 109. Whendifferential locking slider 113 is shifted forward to a differentiallocking position, differential locking pin 114 is locked to reardifferential side gear 112, thereby locking differential output shafts105 and 106 to differential casing 109. To lock differential locking pin114 to rear differential side gear 112, rear differential side gear 112may have a rearwardly open recess, into which differential locking pin114 can be inserted.

When differential locking slider 113 is shifted rearward to adifferential position, differential locking pin 114 is separated fromrear differential side gear 112 so as to allow differential rotation ofdifferential output shafts 105 and 106. The differential rotation ofdifferential output shafts 105 and 106 defines the differential rotationof front wheels 4 relative to rear wheels 5 in correspondence to thestate that front wheels 4 are steerable and rear wheels 5 areunsteerable. Namely, center differential gear assembly 102 absorbsdifference of rotary speed between steerable front wheels 4 andunsteerable rear wheels 5.

As shown in FIG. 10, front transaxle 100 incorporates a frontdifferential gear assembly 103, which is drivingly connected to frontpropeller shaft 16 and differentially connects left and rightdifferential output shafts 115 to each other. A transmission shaft 117is interposed between each front wheel 4 and each differential outputshaft 115 via universal joints so as to suspend front wheel 4 fromdifferential output shaft 115. Front wheels 4 are steerably connected torespective transmission shafts 117, thereby serving as steerable wheels.

Rear transaxle 101 incorporates a rear differential gear assembly 104,which is drivingly connected to rear propeller shaft 17 anddifferentially connects left and right differential output shafts 116 toeach other. Transmission shaft 117 is interposed between each rear wheel5 and each differential output shaft 116 via universal joints so as tosuspend rear wheel 5 from differential output shaft 116. Rear wheels 5are unsteerably connected to respective transmission shafts 117, therebyserving as unsteerable wheels.

With respect to a turning center centered by cart 1B turning leftward orrightward, steered front wheels 4 are distant from the turning centerfarther than unsteerable rear wheels 5. Therefore, during turning ofcart 1B, front wheels 4 have to be rotated faster than rear wheels 5 soas to prevent their being dragged on a ground. The differential rotationof differential output shafts 105 and 106 by center differential gearassembly 102 ensures the corresponding rotary speed difference betweenfront wheels 4 and rear wheels 5 during turning of cart 1B.

In rear transaxle 101, rear differential gear assembly 104 is providedwith a differential locking assembly 119, which can be operated forlocking differential output shafts 116 to each other so as to cancel thedifferential rotation of rear wheels 5.

Only differential locking assembly 119 in rear transaxle 101 can beenough to have cart 1B escape from mud or a ditch. Alternatively oradditionally, front differential gear assembly 103 in front transaxle100 may be provided with a differential locking assembly.

A front wheel drive system 120, including front transaxle 100, frontwheels 4 and transmission shafts 117 for suspending front wheels 4 fromfront transaxle 100, is disposed in front of transmission apparatus 10B.A rear wheel drive system 121, including rear transaxle 101, rear wheels5 and transmission shafts 117 for suspending front wheels 5 from fronttransaxle 101, is disposed behind transmission apparatus 10B. Front andrear wheel drive systems 120 and 121 are similar to each other,excluding whether or not differential locking assembly 119 is provided,and whether or not drive wheels are steerable. Therefore, many parts offront and rear wheel drive systems 120 and 121 can be standardized.

It should also be understood that the foregoing relates to only apreferred embodiment of the invention, and that it is intended to coverall changes and modifications of the examples of the invention hereinchosen for the purpose of the disclosure, which do not constitutedepartures from the spirit and scope of the invention.

1. A transmission apparatus for driving first and second axles of aworking vehicle comprising: a first input shaft drivingly connected to apower source; a planetary gear assembly provided on the first inputshaft so as to receive power of the first input shaft, the planetarygear assembly being drivingly connected to the first axle; a hydrostatictransmission drivingly connected to the planetary gear assembly, whereinthe hydrostatic transmission is disposed on one side of the first inputshaft; and a power take-off unit for driving the second axle, whereinthe power take-off unit is disposed on another side of the first inputshaft opposite to the hydrostatic transmission so as to receive anoutput power from the hydrostatic transmission.
 2. The transmissionapparatus according to claim 1, wherein the hydrostatic transmission andthe power take-off unit are disposed fore-and-aft opposite to each otherwith respect to the first input shaft.
 3. The transmission apparatusaccording to claim 2, wherein the hydrostatic transmission includes asecond input shaft drivingly connected to the planetary gear anddisposed in parallel to the first input shaft, and wherein the powertakeoff unit includes an output shaft disposed perpendicular to thefirst and second input shafts.
 4. The transmission apparatus accordingto claim 1, wherein the hydrostatic transmission and the power take-offunit are disposed vertically opposite to each other with respect to thefirst input shaft.
 5. The transmission apparatus according to claim 4,wherein the hydrostatic transmission includes a second input shaftdrivingly connected to the planetary gear and disposed in parallel tothe first input shaft, and wherein the power take-off unit includes anoutput shaft disposed in parallel to the first and second input shafts.6. The transmission apparatus according to claim 5, wherein the firstand second input shafts and the output shaft of the power take-off unitare axially extended in the fore-and-aft direction of the workingvehicle.